Automatic air-brake-operating mechanism for railway-trains.



W. R. SHAW.

AUTOMATIC AIR BRAKE OPERATING MECHANISM FOR RAILWAY TRAINS.

APPLIOATION FILED FEB. 8, 1913.

Patented Nov. 3, 1914.

3 SHEETS-SHEET 1.

THE NORRIS PETERS 60.. PHOTO-LITHQ. WASHINGTON. B L.

W. R. SHAW.

AUTOMATIC AIR BRAKE OPERATING MECHANISM FOR RAILWAY TRAINS.

APPLICATION IILIJD mm. a, ma.

1,116,136. Patented Nov. 3, 1914.

3 SHEET8-SHEHT 2.

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I!!! NORRIS PLIEHS 1! PHLIIO Llrno WASHING. N. '1. I

W. R. SHAW.

AUTOMATIC AIR BRAKE OPERATING MECHANISM FOR RAILWAY TRAINS.

APPLICATION FILED I'EB. 8, 1913. 1 11 6, 1 36, Patented Nov. 3, 1914.

3 SHEBTBSHEET 3.

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mmiw S PATENT OFFTGE.

WALTER R. SHAW, OF BRADFORD, PENNSYLVANIA.

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Specification of Letters Patent.

Patented N ov. 3, 1914.

Application filed February 8, 1913. Serial No. 747,121.

To all whom it may concern Be it known that LWV ALTER R. SHAW, a citizenof the United States, residing at Bradford, in the county of McKcan andState of Pennsylvania, have invented certain new and useful Improvementsin Automatic Air-Brake-Operating Mechanism for liiailway Trains, ofwhich the following is a specification, reference being had therein tothe accompanying drawing.

My invention relates to improvements in automatic air brake operatingmechanism for railway trains.

The object of my invention is to provide an air-brake mechanism adaptedto be auto matically operated by the moving train by an obstruction orsemapl'iore arranged along he side of the track so that the train cannotpass a danger signal without the b 'akes leing automatically applied.

Another object of my invention is to provide a brake operating mechanismof this character which will be automatically operated by the train andmovingin either direction and at the same time providing a structurewhich is not affected by the weather, and which is positive andinstantaneous in operation.

A still further object of my invention is to provide a specificarrangement of the operating arm or obstruction carried by thesemaphore, whereby the breaking of any of the cab parts, such as the arm5, cable 1.0, spring 11, or arms 24 and :26 will cause the operatingmechanism to assume its normal position to set the brakes as fully shownanddescribed in the drawings.

A still further object of my invention is to provide a simple, cheap andmore effective brake-setting mechanism having certain details ofstructure hereinafter fully shown in the drawings and set forth in thespecification.

In the accompanying drawings: Figure 1 is a vertical transversesectional view taken through the cab of an ordinary locomotive, showinga semaphore arranged alongside of the track and set at the dangerposition to operate or set the air-brakes of the locomotive. Fig. 2 isan enlarged detached perspective view of the rock'shaft extending acrossthe upper end of the cab of the locomotive and showing the verticallyextending arms secured to one end. Fig. 3 is a longitudinal sectionalview of the shaft oscillating means. Fig. l is an enlarged detailed viewpartly in section of the lever used for holding the brake valve lever inits upward position to prevent the brake from being set by the rockingof the rock-shaft. Fig. 5 is a horizontal sectional view showing thespecific means for detachably securing the vertical arm to the outer endof the rockshaft. Fig. (l is an end view looking in the direction of thearrow of Fig. 5. Fig. 7 is an enlarged view of a semaphore and the brakeoperating levers when applied to a bridge or other support above thetracks when a number of semaphores are used.

Referring now to the drawings, 1 represents the cab of an ordinarylocomotive having the usual air-brake pipe .2, adapted to control thebrakes of the train, and having an operating lever 3, by means of whichthe brakes are applied by the engineer in the usual manner, all of whichis well understood and needs no further description.

Ililxtcnding transversely across the upper end of the cab is a rockshaft 1, which extends beyond the side of the cab on each side, and towhich the operating arm 5 is dctachably secured, as will be hereinaftermore fully described. The said rock-shaft adjacent the side of the cabopposite to that in which the throttle valve and air-brake mechanism isarranged is provided with a downwardly extending arm 5. The said shaftpasses through a bracket 6, secured to the top of the cab. The lower endof the bracket is provided with outwardly extending arms 7, carryingrollers 8 and 9, between which a cable 10 passes. The upper end of thecable is secured to the arm 5 carried by the rock-shaft, and the lowerend secured to a coiled spring 11, to the lower end of which is secureda rod 12, passing through a b 'ackct 13, carried by the front of the caband screwed on the rod 12 is a nut 14 by means of which the tension ofthe spring 11 may be changed. This spring 11 holds the rock-shaft 4normally in a position so that the arm 5 is in a vertical position. Itis understood that the arm 5 is engaged by an obstruction along the sideof the track and the shaft 4 is rocked thereby, the obstruction beinghereinafter more fully described. This arm 5 engaging the obstructionalong the track when the train is traveling very rapidly necessarilythrows the rock-shaft over very rapidly and in order to limit themovement of the said shaft, 1 provide the bracket 6 with two outwardlyextending arms 15 and 16 having their ends turned outwardly and to whichare secured bufl'er springs 17 and 13. These springs, as shown in Fig.of the drawings are in such position that the ro 1g of the shaft beyonda certain point causes the arm 5 to engage the same and the upwardmovement thereof is limited without shock to the shaft.

Connected to the pipe 2, of the air-brake ystem below the controllinglever 3, is a pipe 19, leading upwardly and connected to the air-braketrain line pipe and carrying a valve 20. The said valve is provided witha horizontally arranged arm 21, which is provided with a weight 22,which has a tend ency to move the arm downwardly and when said arm ofthe valve 20 is in a downward position, the valve is open to apply theairbrake.

Secured by the rock-shaft adjacent the outer end of the valve arm 21 isa sleeve 23 having a downward extension 24. Pivoted to the lower end ofthe extension 24L is a horizontally arranged arm 25 having at its outerend a transverse bar 26. The upper face of the bar 26 is curved in anarc of a circle corresponding to that of the movement of the shaft. Thetransverse arm 26 is arrai'iged, as shown in Fig. 1 of the drawings,directly below the valve arm 21 when the arm 5 is in a verticalposition, whereby the valve arm is held in a horizontal position, asshown in Fig. 1, so that the airbrake valve is closed and the brakes notapplied. The rocking of the shaft 4, by the engagement of the arm 5,with the obstruction along side of the track, which will be hereinaftermore fully described, causes the transverse bar 26 to travel frombeneath the valve arm 21, and by means of the weight 22 the valve armdrops opening the valve and applying the air brake. From.

this structure it will be seen. that the rocking of the shaft caused bythe engagement of the arm 5 with an obstruction along the side of thetrack, causes the air-brake to be applied, thus stopping the train. Assoon as the airbrake is applied to the arm 5, the rock shaft and theparts carried thereby assume their normal position.

The transverse bar 26 is pivoted at 26 so that it can be swung upwardlyto allow the valve arm 21 to be swung upwardly to close the air-brakepipe line.

The arm 5 carried by the rock-shaft, as shown in Fig. 1 of the drawings,extends some distance above the upper end of the cab and it sometimesbecomes necessary to lower the arm in order that the train may passbeneath a low bridge or tunnel without operating the air brakes. Inorder to accomplish this, 1 provide the rock-shaft with a sleeve 27 towhich is pivotally connected the lever 28, which extends downwardly ineasy reach of the engineer and when not in use it is held up adjacentthe ceiling of the cab by a hook out of the way but accessible. Keyedupon the shaft 4, adjacent the sleeve 27 is a gear 29. The lever 23 isprovided with an ear 30 through which passes a sliding dog 31 adapted toengage the teeth of the gear 29. A second car 32 is carried by the lever28 and through which passes a rod 33, carried by the dog 31. Below the.car 32 is a coiled spring 34, the outer end of which engages a stop orwasher 35, carried by the rod whereby the coiled spring normally holdsthe rod 33 in an outer position. Pivotally mounted on the outer end ofthe arm 28 is an L-shaped lever 36, connected to the rod 33 by means ofa link 37. By this structure it will be seen that by operating theL-shaped lever 36, the dog 31 is thrown inwardly in engagement with thegear 29, and by rocking the lever 28 the rock-shaft is oscillated so asto bring the arm 5 in a horizontal or approximately in a horizontal position to clear overhead obstruction.

In order that the operation of throwing the arm downwardly by the lever28 will not apply the air-brakes, ll provide a pivoted U- shaped lever33 adjacent the valve arm 21. This lever is carried by the valve stem ofthe valve 39. The end 40 of the said lever is thrown upwardly under thearm 21 of the air-brake valve 20 and thus supports the said arm in ahorizontal posit-ion when the rockshaft is rocked to throw the arm 5downwardly to allow the train to pass beneath an obstruction. In orderto hold the lever 38 in its upward position shown in dotted lines Fig.1, I provide a sliding dog 4:1, operated by the L-shaped lever 12, andthe said dog adapted to enter a notch 43 in the segmental bar 44. Thevalve 39, to which the lever 38 is pivoted, is connected to theair-brake pipe 19, as clearly shown in Fig. 1. When the lever 38 isdrawn upwardly beneath the arm 21 of the brake operating valve 20, thevalve 39 allows the air to pass to a pipe 45 which carries a smallwhistle 16, which is a signal for the engineer to show that the brake-opcrating or controlling valve. 20 is locked, so that the device will notbe operated by an obstruction or the semaphore.

The rock shaft 4, as shown in Fig. 1, of the drawings, extends throughopposite sides of the cab and some distance beyond and is provided withan enlarged squared portion 17 at each end and having secured thereto atopposite sides the brackets 48 and 4:9. The bracket. 18 has pivotedthereto at 51 the arm 50. The opposite end of the arm is provided with aslot through which an extension of the arm 49 extends and is securedtherein by a pin 52. The operating arm 5 is provided with a squaresocket through which the enlarged squared portion 47 of the rock-shaftextends. By this structure it will be seen that the arm 5 is removablysecured to the end of the rock shaft and may be secured to either end ofthe rock shaft so that the operating arm can be arranged to engage theobstruction when the train is backing on the opposite tracks from whichit is shown in Fig. 1.

adjacent the track is the usual pole 53 carrying the oriflinarysemaphore The said pole provided with a bracket 55 below the semaphoreto which is connected the L-shaped lever 56, one end oil which isconnected to the semaphore by the link 57. Pivotally mounted upon theouter end of the bracket 55 is an arm 58 having a laterally extendingportion 59 carrying a weight 60. Ihe weight 60, as shown in Fig. 1 ofthe drawing, normally holds the arm 58 in a horizontal position so thatit will engage the arm 5 carried by the rock shaft in the cab of thelocomotive. The arm 58, adjacent the weighted arm 59 is provided with anarm (51 to which is pivotally connected a link 62, which has its innerend pivotally connected to the L-shaped lever By this structure it willbe seen that when the semaphore is in a horizontal position set fordanger, as is well understood by those skilled in the art, the arm 58 isheld in a horizontal position to engage the arm 5 and operate or set theairbrakes of the train. bi lion the semaphore thrown in a verticalposition to show a clear track, or in an oblique position to indicatecaution by means of the links 57; (i2 and the arm 61 and the L-shapedlever 56, the arm 58 is thrown downwardly and approximately in avertical position so that it will not be engaged by the arm 5. Shouldany of the connectinglinks, arms or levers become broken or disconnectedso that the operation of the semaphore will not operate the arm 59, theweight will normally throw the arm 58 in a horizontal position so as tooperate the airbrake of the train.

In Fig. 7, I have shown the semaphore as applied to a bridge whereagreat number of tracks are used and in such an event the bridge (33 isprovided with a standard 6 to which is pivotally connected the semaphoreConnected to the semaphore is a link 66 having its lower end pivotallycon nected with the L-shaped lever 67 carried by the bracket 68 on thebridge (33. Secured to the bric go is a downwardly extending arm 69carrying guide-ways 70, through which the rod i'l moves vertically, andthe lower end of said rod carrying a foot 72, extends laterallytherefrom and in the path of the arm 5 carried by the train. The upperend of the rod 71, has pivotally connected thereto a link 7 3, said linkhaving its upper end pivotally connected to the V-shaped lever 74.Connecting the V- shaped lever is and L-shaped lever 67 is a link 75. Bythis structure it will be seen that when the semaphore is in ahorizontal position to indicate danger, the foot 72 is down in theposition shown in Fig. T, so as to be in the path of travel of the arm5, carried by the train, or in an oblique position to indicate caution.When the semaphore is thrmvn in a vertical position by means of the linkand the lovers, the rod 71 is raised so as to be above the arm 5 and thebrake operating mechanism will not be operated when the train passes.

The roclcslialt 4, being adapted to rock in either direction, it will beseen that the movement of the train in either direction will cause thearm 2:1; and the block 26 to move in such a positionthat it will not bebeneath the arm 21 of the air-brake valve and thus the brakes will beset when the train is moving forwa rd or backward.

W hilc I have shown and described a specific means for accomplishing theabove result, it is understood that the same can be readily variedwithout departing from my invention. It is also understood that thedevice can be applied to any kind of motor car or vehicle in whichair-brakes arc employcd.

Having thus described my invention, what I claim and desire to secure byLetters Patent is 1. he combination with a railway engine, providml withthe usual airbrake apparatus, of an arm connected to said apparatus andextending beyond the engine and adapted to be operated by anobstruction, means within the cab for oscillating said arm and means forlocking the air-brake apparatus against operation when the arm is rockedby means within the engine.

2. The combination with a railway engine, provided with the usualair-brake apparatus, of an arm connected to the apparatus and extendingbeyond the engine and adapted to be operated by an obstructimi, meanswithin the engine for oscillating the arm, means for locking the brakeoperating apparatus against operation when the arm is oscillated bymeans withinthe engine, and a sounding signal connected to the lockinglever for indicating that the brake operating apparatus has been set sothat it will not be operated by the oscillation of the arm.

The combination with a railway engine, provided with the usual air-brakeapparatus, oi. a rock-shaft within the engine, an arm carried by therock-shaft outside of the engine and adapted to be rocked by anobstruction, a weighted lever normally holding the air-brake apparatusin position to set the brake, an arm carried by the rockshaft and heldunder the air brake operating arm, and means carried by the rock-shaftfor holding it in the position to hold the airbrake apparatus out ofoperation.

amm 4. The combination with a railway engine, provided with the usualair-brake apparatus, of a rock-shaft within the engine and extendingbeyond the sides of the same, an arm carried by the end of the roclnhaft on he outside of the engine, a weighted arm normally holding theair-brake valve in a position to set the brakes, an arm carried by therock-shaft and normally holding the air-brake operating arm in aposition not to set the brakes, a coiled spring connected to therock-shaft for holding the arm in a vertical position and holding theair-brake apparatus in a closed position.

5. The combination with a railway engine, provided with the usualair-brake apparatus, of a rock-shaft within the engine extending beyondthe side thereof, an arm carried by the rock-shaft on the outside of theengine, means for holding the rock-shaft in a position with the arm in avertical position, means within the engine for oscillating therock-shaft, a weighted valve arm normally opening the air-brakeapparatus for setting the air-bralres, an arm carried by the rock-shaftand normally held under the arm of the air-brake valve operatingmechanism, and means for locking the air-brake valve operating arm inits upward position so that the rocking of the rock-shaft will not setthe air-bralies.

6. The combination with a railway engine, pro -rided with the usualair-brake apparatus, of a rock-shaft within the engine and extendingbeyond the sides thereof, a detachable arm carried by the outer end ofsaid rock-shaft and adapted to be operated by an obstruction along theside of the track,

an arm carried by the rock-shaft within the engine, a spring connectedto the arm and normally holding it in its downward position, with thearm beyond the outside of the engine in a vertical position, a buffer oneach side of the arm carried by the rockshaft Within the engine, wherebythe rocking movement of the shaft is limited and means carried by therock-shaft for allowing the air-brake apparatus to be open to set thbrakes.

7. T he combination with a railway engine, provided with the usualair-brake apparatus, of an arm connected to said apparatus and extendingbeyond the engine, and adapted to operate the air-brake apparatus on aforward or backward movement thereof, and means for locking theair-brake apparatus so that the arm can be moved independent thereof.

8. The combination with a railway engine, provided with the usualair-brake apparatus, of an arm connected to said apparatus and extendingbeyond the engine and adapted to be operated by an obstruction along thetrack, means for lockingv the air brake apparatus against operation whenthe said arm is moved, and a signal for indicating that the air-brakeapparatus has been locked against operatioinand means within the cab formoving said arm.

9. The combination with a railway engine, provided with the usualair-brake apparatus, of a rock-shaft mounted in the engine and extendingbeyond the sides thereof, an arm adapted to be secured to either end ofthe shaft on opposite sides of the engine, means beside the track foroperating said arm, means carried by the shaft for normally holding theair-brake apparatus in its closed position, means for locking theairbralre apparatus against operation, a sounding whistle connected withthe air-brake apparatus for indicating that the air-brake apparatus-islocked against operation, means for oscillating the shaft within thecab, whereby the oscillation of the shaft by the hand-operatingmechanism will not set the air-brakes.

In testimony whereof I hereunto afiiX my signature in the presence oftwo witnesses.

, wanrna a. snaw.

lVitnesses simian H. NORTH, KATHARINE BURKE.

Copies of this patent may he obtained for five cents each, by addressingthe Commissioner of Patents,

' Washington, 1). C.

